US5235936A - Ferrocene injection system - Google Patents

Ferrocene injection system Download PDF

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Publication number
US5235936A
US5235936A US07/986,868 US98686892A US5235936A US 5235936 A US5235936 A US 5235936A US 98686892 A US98686892 A US 98686892A US 5235936 A US5235936 A US 5235936A
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Prior art keywords
ferrocene
reservoir
injection system
container
vapor
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US07/986,868
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English (en)
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John J. Kracklauer
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Priority to US07/986,868 priority Critical patent/US5235936A/en
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Publication of US5235936A publication Critical patent/US5235936A/en
Priority to JP51419794A priority patent/JP3417481B2/ja
Priority to ES94901660T priority patent/ES2158889T3/es
Priority to KR1019950702279A priority patent/KR100307433B1/ko
Priority to DE69330106T priority patent/DE69330106T2/de
Priority to PCT/US1993/011370 priority patent/WO1994013943A1/en
Priority to EP94901660A priority patent/EP0774058B1/en
Priority to AU56170/94A priority patent/AU5617094A/en
Priority to MX9307488A priority patent/MX9307488A/es
Priority to CN93120092A priority patent/CN1091509A/zh
Anticipated expiration legal-status Critical
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L10/00—Use of additives to fuels or fires for particular purposes

Definitions

  • the invention generally relates to internal combustion engines. More specifically, the invention relates to fuels, lubricants and additives. Another aspect of the invention generally relates to combustion and more specifically to processes of combustion or burner operation, especially to feeding a flame modifying additive. Specifically disclosed is a ferrocene injection system for improving combustion of solid, liquid or gas fueled equipment, or any combustion process using air or oxygen.
  • Dicyclopentadienyl iron also known as ferrocene
  • ferrocene has efficacy when used as a fuel additive to improve combustion quality, reduce pollutant emissions and increase efficiency in fuel combustion systems, including engines, boilers and turbines.
  • U.S. Pat. No. 2,867,516 to Pedersen discloses that ferrocene can be used as a combustion aid in vapor phase as an addition to gaseous hydrocarbon fuel, or as an addition to the air or oxygen employed in supporting combustion.
  • heated fuel, air or oxygen can be passed through a bed of ferrocene crystals to vaporize ferrocene and entrain it into the fuel mixture.
  • This type of sublimer is intended to supply the ferrocene and fuel in a predetermined ratio, such as 1:20 to 1:2000 parts by weight of fuel.
  • the patent discloses that when ferrocene is supplied in suitable concentration, the quality of the combustion process is improved, resulting in cleaner combustion products.
  • ferrocene is as a fuel additive, serving as an engine conditioner.
  • U.S. Pat. No. 4,389,220 to Kracklauer discloses a two-stage method of conditioning a diesel engine, resulting in reduced pollutant emissions and increased efficiency in fuel combustion.
  • An initial high dosage of ferrocene, such as 20-30 ppm, in the diesel fuel eliminates carbon deposits from the combustion chambers and deposits a layer of catalytic iron oxide on the combustion surfaces. Thereafter, a lower dosage of ferrocene, such as 10-15 ppm, maintains the catalytic iron oxide coating.
  • ferrocene to fuel also is known to enhance gasoline's octane rating.
  • ferrocene is known to reduce certain exhaust emissions and decrease fuel consumption in gasoline powered vehicles. Schug, K. P., Guttann, H. J., Preuss, A. W., and Schadlich, K., Effects of Ferrocene as a Gasoline Additive on Exhaust Emissions and Fuel Consumption of Catalvst Equipped Vehicles, SAE Technical Paper Series, 1990, paper number 900154.
  • the method and apparatus of this invention may comprise the following.
  • an object of the invention to provide an improved apparatus for supplying ferrocene vapor into the inlet air stream of a combustion device, such as an engine, boiler, or turbine.
  • a combustion device such as an engine, boiler, or turbine.
  • an object is to provide a passive device that supplies ferrocene vapor in an average dose relative to the average fuel throughput of the combustion device.
  • a more specific object is to provide an apparatus and method for supplying ferrocene primarily by convective and diffusive metering techniques, through a flow orifice.
  • Such an orifice can provide variation in delivery rate according to changes in convective transport mechanism but does not require sophisticated sensors and controls.
  • Still another object is to provide a ferrocene injector that can first condition an engine by delivering a relatively higher dose of ferrocene vapor, and then later maintain the conditioning of the engine by delivering a relatively lower dose.
  • a passive ferrocene injection system provides a container that defines an internal reservoir holding a quantity of solid phase ferrocene.
  • a means is provided for maintaining a fixed or controlled elevated reservoir temperature sufficient to produce a specific and repeatable vapor pressure of ferrocene in the reservoir.
  • the reservoir is connected to the air inlet system of a combustion device in such a manner that the ferrocene vapor is supplied directly into the air inlet stream.
  • a key element of this connection is a flow orifice metering ferrocene vapor from the reservoir at least by a diffusive flow mechanism and normally by a diffusive/convective flow mechanism.
  • Another aspect of the invention provides a passive method for delivering ferrocene to the combustion zone of a combustion device having an inlet air stream.
  • a reservoir is provided, containing a quantity of solid phase ferrocene. This reservoir is maintained at a temperature producing a specific and repeatable vapor pressure of ferrocene.
  • the vapor is metered by a flow orifice between the reservoir and the inlet air stream of a combustion device.
  • the orifice is sized to supply an average ferrocene dose relative to the average fuel throughput of the combustion device.
  • FIG. 1 is a side view in cross-section, showing a first embodiment of the injection system.
  • FIG. 2 is a side view in cross-section, showing a second embodiment of the injection system.
  • FIG. 3 is top view of the injector of FIG. 2.
  • FIG. 4 is a top view of the cover plate containing flow orifices.
  • FIG. 5 is a side view in cross-section, showing a third embodiment of the injection system.
  • the invention is a ferrocene injection system and method of operation, suitable for use in combination with combustion systems such as engines, boilers and turbines.
  • Ferrocene which also is known as dicyclopentadienyl iron, increases efficiency in combustion systems, especially as a fuel additive.
  • the new apparatus and method improves upon the known properties of ferrocene by supplying this compound in a simplified fashion and with an unexpected improvement in performance.
  • This invention is in part based upon the discovery that ferrocene functions in an improved manner as a combustion modifier when pre-mixed as a vapor with the inlet air stream rather than being mixed with the fuel. Further, ferrocene functions in an improved, long term manner when it forms a coating of catalytic iron oxide on the surfaces of a combustion zone. Thus, this invention is based upon the theory that it is not necessary to vary the supplied dose of ferrocene in response to instantaneous changes in fuel flow or combustion rate. Instead, ferrocene can be supplied on a long term basis in an average dose based upon the average fuel throughput of an engine. Thus, the invention offers improved performance in the first totally passive apparatus and method for supplying ferrocene to an engine, as no sophisticated control mechanism is required.
  • ferrocene powder can be placed in a horizontal tube leading from a bubbler to a nozzle. Air passing through the bubbler is saturated with benzene and then directed through the tube to the nozzle, where the saturated air/benzene mixture is ignited.
  • ferrocene is thermally and oxidatively stable to 500° C. In addition, it exhibits a pure component vapor pressure which is described by the following two equations:
  • ferrocene is unique among organometallic materials in that it can be added to an air stream simply by maintaining a reservoir containing the solid ferrocene at a relatively constant elevated temperature by sublimation. This will generate a fixed concentration of ferrocene vapor in the reservoir, which allows a combination of thermal diffusion and air stream convection to be used to meter the vapor phase ferrocene to the air stream. This is the second underlying principal of the new ferrocene injector and method.
  • FIG. 1 of the drawings shows an injector apparatus 10 that has been developed to deliver ferrocene into an intake air stream of an engine in accordance with the method of the invention.
  • the body of the injector 10 is a cup or similar container 12 holds a quantity of solid phase ferrocene 14 in a reservoir defined therein.
  • the preferred form of the ferrocene is powder, crystalline, solid, or solidified in place from a melt. Ferrocene can be obtained in either high or low purity. For efficiency of volume, it is preferred that the ferrocene be of at least 95% minimum purity. However, much lower purity can be used with no loss of performance, since ferrocene of lower purity will vaporize to produce the same partial pressure within the ferrocene reservoir.
  • the container 12 is provided with a means for maintaining an elevated reservoir temperature sufficient to produce a specific and repeatable vapor pressure of ferrocene in the reservoir.
  • a specific, repeatable vapor pressure is achieved as a function of temperature. Therefore, ferrocene must be maintained at a temperature above ambient in order to produce specific, repeatable vapor pressure.
  • the container may be fitted with a jacket 16 surrounding the sides and bottom of the reservoir and adapted to receive and contain a hot fluid, such as engine coolant or engine lube oil.
  • the hot fluid will maintain a reasonably constant temperature in the reservoir 18 defined within the container 12 and containing the ferrocene.
  • engine coolant often is heated to about 170°-200° F.
  • Engine oil may be somewhat hotter.
  • engine fluids typically are operated at temperatures below ferrocene's the melting point of 343° F., 173° C.
  • a fluid inlet 20 and outlet 22 allow a constant circulation of the liquid between the jacket and the engine as long as the engine is operating.
  • References to elevated temperature and hot fluids should be understood to refer to temperatures above ambient temperature, such as above 100° F. and preferably in the approximate area of 170°-200° F. and above, but below the decomposition point of 500° C. and preferably below the ferrocene's boiling poiny of 249° C., 480° F.
  • the reservoir 18 is connected directly to the air inlet system for the engine through a properly sized critical flow orifice 24.
  • the metering process for delivering or injecting the vapor phase ferrocene to the engine relies upon a combination of diffusion and convection mechanisms.
  • the diffusion mechanism maintains the ferrocene vapor concentration on the reservoir side of the orifice.
  • a coupled diffusive/convective mechanism operates through the metering orifice in plate 24, which is exposed directly to the inlet air stream, and functions by transport from the ferrocene-saturated vapor at the reservoir to the ferrocene-free background air of the inlet air stream.
  • the convection transport mechanism operates by interaction with air stream convection currents in the inlet stream, which are external to the injector.
  • the orifice 24 is sized to anticipate a combination of convective and diffusive transport mechanisms. Since the primary efficacy of ferrocene is to modify the fuel combustion process, the average ferrocene dose relative to the average fuel throughput of the engine can be calculated and used as a basis for sizing the diffusion/convection orifice 24 of the injector. No other control mechanism is required in this passive system.
  • the convective/diffusive orifice may be formed in a separate plate 26 that closes the top of the container 12.
  • a suitable clamp 28 may hold the plate in place.
  • an O-ring seal 30 is located between the plate and the container body.
  • Injector 10 is connected to the engine air inlet system by a suitable means for this purpose.
  • the connection is achieved by locating the plate 26 in the inlet air stream, so that the reservoir can supply ferrocene vapor to the air stream through the plate, at least by diffusion.
  • the connection may be achieved simply by locating plate 26 of the injector in a wall of the inlet air passageway or duct 32.
  • the preferred location for this connection is behind the air filter but before the turbo, if any.
  • the connecting means defines the flow orifice metering ferrocene vapor at least by diffusion.
  • the degree of metering by convection may depend upon the physical structure of the air inlet system and upon location of the orifice within that system. Thus, while convection is important to the mass transport system, its effect is not fully known until the characteristics of a specific air inlet system are known.
  • the preferred container 12 defines the reservoir to enclose the solid phase ferrocene on all sides except one.
  • the connecting means or cover plate 26 closes the reservoir 18, leaving a flow orifice 24 on a single side of the reservoir.
  • This metering technique offers substantial advantages over the use of a sublimer, as known in the prior art, which requires a through flow of gas from the inlet stream.
  • a sublimer typically it is critical that the surface area of the ferrocene be controlled, which presents special difficulties and may limit the useful physical form of the ferrocene to pellets.
  • a primary advantage is that the ferrocene bed or reservoir can be maintained at a constant temperature during all phases of operation.
  • the present injector has no need to compensate for variable and uncontrollable surface area of the ferrocene source, which may be crystals, pellets, sticks, or a solidified mass or block formed in the reservoir from a melt.
  • the use of a solid mass is highly desirable from the standpoint of efficient use of reservoir volume.
  • the invention permits an increase in the transport of the ferrocene through the holes 24 in the cover plate 26 of the ferrocene reservoir 18 as the inlet stream air flow increases, due to the convective component of the diffusive/convective mass transport mechanism.
  • the injector is a true ferrocene metering device without the necessity of complex computer controls and flow sensors.
  • injector 10 shown in FIG. 1 is extremely simple, tests have shown it to be effective. Many variations of this injector are possible, and the embodiment of FIGS. 2-4 incorporate numerous examples of added features. Some or all could be used selectively in combination with the embodiment of FIG. 1.
  • the container or cup 12 of the injector is formed to define two reservoirs so that the injector 10 can perform both a conditioning and a maintenance function, as more fully described in U.S. Pat. No. 4,389,220, issued Jun. 21, 1983, and incorporated herein by reference for that teaching.
  • the container is formed in part of a first cylindrical wall 34 that defines the outer side wall of the container and of a first, annular reservoir 36.
  • a second cylindrical wall 38 of smaller diameter than the first wall 34 is located concentrically within the first wall. This second wall defines the outer side wall of a second, central reservoir 40.
  • the two cylindrical walls may be connected and maintained in spaced relationship by radial webs 42 that occupy only a minor portion of the area between the two walls so that ferrocene in the first reservoir has substantial open exposure to the top of the first reservoir.
  • the container 12 is closed at its bottom face by a first base 44.
  • This base may have a central opening, with the result that it closes only the bottom side of the first reservoir.
  • An upwardly directed annular flange or tube 46 is connected to this base at the periphery of the opening and extends upwardly toward the second reservoir 40.
  • a second base 48 closes the bottom of the second reservoir and is spaced from the first base, except that the tube 46 closes the bottom face of the container against the second base.
  • the means for maintaining an elevated reservoir temperature may include a jacket or outer shell 50.
  • the jacket includes a cylindrical side wall 52 of larger diameter than wall 34 and concentric therewith so as to define a space between the jacket wall and side wall 52.
  • the jacket also includes a base wall 54 that is spaced from bottom wall 44 and closes the bottom of the shell.
  • bottom wall 54 but may be provided with access openings 56 and 58, suitable for passage of fluids or wires.
  • the reservoirs can be heated by engine fluid or by an electrical heater 60 located in the space between shell 50 and the side wall of container 12.
  • the heater 60 may be of a type having wound coils of resistance wire wrapped around wall 34.
  • thermostat 62 located in tube 46, where the thermostat is in sensing contact with both reservoirs. By measuring either or both reservoir temperatures, the thermostat can control the operation of the electrical heater and maintain a constant or varied temperature. Constant temperature operation of the heater requires merely that the wire be connected to an electric current source that is active when the engine is in operation. Variable temperature control optionally could be employed and may be appropriate in a situation where better load responsive performance of the injector is important. Increasing or decreasing the temperature would effect the mass transport mechanism by correspondingly increasing or decreasing the vapor pressure of ferrocene in the reservoir. Thus, for example, engine conditioning could be achieved by employing higher reservoir temperature for a limited time instead of employing a second reservoir.
  • the top or open face of the container is operatively connected to the air inlet system of an engine.
  • This connection is by a cover plate 64 closing the top face of the reservoir except at the fluid orifices.
  • the cover plate is held in place by a hold down collar 66 joined to the top edge of the outer shell, such as by a threaded connection.
  • the hold down collar at least partially covers the top face of the container and a peripheral portion of the cover plate.
  • the injector of FIGS. 2-4 may be quite small, such as about 1.25 inches in height and 2.375 inches in diameter.
  • the first, annular reservoir may have a volume of about 20.4 cc and a surface area of about 0.97 in 2 .
  • the second, center reservoir may have a volume of about 10.5 cc and a surface area of about 1.25 in 2 . Due to this small size of the injector, the connection of this injector with the inlet air stream of an engine or other combustion device may be by locating the entire injector in passageway or duct 32.
  • the cover plate provides at least one separate fluid orifice 68 for each reservoir.
  • the number and size of the orifices 68 can be varied according to the requirements of each application and according to the operative diffusive and convective characteristics.
  • the injector of FIGS. 2-4 can first condition an engine by supplying a high dose of ferrocene for an initial period, such as from the combined first and second reservoirs, to establish a catalytic coating on the combustion surfaces. After the center reservoir is exhausted, a relatively lower dose is supplied on a long term basis from the larger annular side reservoir to maintain the established coating.
  • the conditioning dose is supplied from about 50 to 200 ppm with 100 ppm being preferred.
  • the maintenance coating is supplied at a far lower concentration, with the preferred being about 20 ppm.
  • a passive injector reservoir 70 is incorporated into the original design of an engine or other combustion apparatus and provides an effective and efficient application of the invention.
  • the engine block 72 is formed to define a cavity within the body of the block.
  • the cavity can be formed during the original casting of the block, or it may be formed later by drilling.
  • the block itself is the container and the cavity is filled with a melt of ferrocene, which solidifies in place.
  • a cover plate 74 is installed over the top of the cavity, such as by being pressed into the mouth of the cavity.
  • the cover plate defines one or more suitably sized orifices 76, which are exposed to and in communication with the air stream within intake duct 78, which may be an intake manifold.
  • the injection system of FIG. 5 is especially desirable, since the engine block also serves to transmit normal engine operating heat to elevate the reservoir temperature and does not require special electrical or fluid connections.
  • the thermostat for the engine cooling system maintains the desired constant reservoir temperature.
  • the injector since the injector is located in a predetermined position in all engines of the same design, the convective flow characteristics applicable to the injector in this air intake system can be accurately predetermined for the entire line of engines and intake systems. As a result, orifice size can be properly determined for all such engines for the combined diffusive/convective mechanisms.
  • the reservoir could be formed in a burner casing at a point known to reach a desired temperature during normal operation.
  • This example evaluated performance of the injector under conditions of steady speed and load on an engine. Substantially all expressway driving was used in a fixed speed load test.
  • a prototype injector was similar to that of FIGS. 2-4, having 10 each 3/32 inch holes plus one-half of a 7/16 inch hole in the plate over the inner (center) chamber and having 10 each 7/64 inch holes in the plate over the outer chamber.
  • the performance of the vehicle was measured with the injector installed on top of the filter in the air cleaner of the engine, on the clean air side leading to the engine, and with the electrical leads connected to a 12 volt ignition switched wire, supplying 12 volts to the heater only when the ignition switch is in the "on" position.
  • the heater was operated in the approximate temperature range from 170°-180° F. Mpg results were:
  • This test evaluated injector performance under variable engine speed and load.
  • the test was conducted over mostly two lane road, on a non-expressway route having many towns. Thus, the engine operated with variable speeds and load, frequently having to accelerate or decelerate.
  • One purpose of the test was to evaluate the accuracy of the theory that the injector need not be an instantly responding device. Instead, the injector should operate very well by providing ferrocene to the engine on the basis of long term average requirement.
  • a second Cadillac substantially identical to the one described in Example 1 and having only 6 miles on the odometer, was used for the second demonstration performance.
  • the area of the metering orifices was changed for this test to come closer to the desired 25 ppm continuing dose from the outer chamber.
  • the total area from the outer chamber was increased to 8.5 ⁇ 10 -2 in 2 by using 9 holes of 7/64 diameter.
  • the center chamber was used for the conditioning dose by putting 0.96 gm ferrocene in the center reservoir and using 14 holes of 7/64 inch size and 3 holes of 3/32 inch size.
  • the test protocol was a cross over design conducted over a 1,785 mile loop on highway US 36 between Denver, Colo., USA, and Springfield, Ill. ,USA.
  • Example 1 offered steady, high speed operation on expressways, while example 2 offered lower average speed and much more frequent stop/acceleration driving pattern of a two lane highway.
  • the ferrocene injection system is equally effective for both demonstrations, confirming that average ferrocene addition rate relative to average fuel consumption rate is completely effective.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Organic Chemistry (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Feeding, Discharge, Calcimining, Fusing, And Gas-Generation Devices (AREA)
  • Exhaust Gas After Treatment (AREA)
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US07/986,868 1992-12-04 1992-12-04 Ferrocene injection system Expired - Lifetime US5235936A (en)

Priority Applications (10)

Application Number Priority Date Filing Date Title
US07/986,868 US5235936A (en) 1992-12-04 1992-12-04 Ferrocene injection system
AU56170/94A AU5617094A (en) 1992-12-04 1993-11-22 Ferrocene injection system
KR1019950702279A KR100307433B1 (ko) 1992-12-04 1993-11-22 수동페로센인젝터장치
ES94901660T ES2158889T3 (es) 1992-12-04 1993-11-22 Sistema de inyeccion de ferroceno.
JP51419794A JP3417481B2 (ja) 1992-12-04 1993-11-22 フェロセン噴射システム
DE69330106T DE69330106T2 (de) 1992-12-04 1993-11-22 Ferrocene injektionssystem
PCT/US1993/011370 WO1994013943A1 (en) 1992-12-04 1993-11-22 Ferrocene injection system
EP94901660A EP0774058B1 (en) 1992-12-04 1993-11-22 Ferrocene injection system
MX9307488A MX9307488A (es) 1992-12-04 1993-11-29 Aparato para suministrar ferroceno a un dispositivo de combustion.
CN93120092A CN1091509A (zh) 1992-12-04 1993-12-01 二茂铁喷射系统

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US07/986,868 US5235936A (en) 1992-12-04 1992-12-04 Ferrocene injection system

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US5235936A true US5235936A (en) 1993-08-17

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US (1) US5235936A (zh)
EP (1) EP0774058B1 (zh)
JP (1) JP3417481B2 (zh)
KR (1) KR100307433B1 (zh)
CN (1) CN1091509A (zh)
AU (1) AU5617094A (zh)
DE (1) DE69330106T2 (zh)
ES (1) ES2158889T3 (zh)
MX (1) MX9307488A (zh)
WO (1) WO1994013943A1 (zh)

Cited By (19)

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US5386804A (en) * 1991-11-21 1995-02-07 Veba Oel Aktiengesellschaft Process for the addition of ferrocene to combustion or motor fuels
US5456217A (en) * 1993-07-17 1995-10-10 Chemische Betriebe Pluto Gmbh Device for adding additives to liquid fuels
US5662071A (en) * 1996-09-30 1997-09-02 Robinson; Antonio Air intake assembly for an internal combustion engine
WO1999042710A1 (en) 1998-02-20 1999-08-26 Kracklauer John J Method for providing and maintaining catalytically active surface in internal combustion engine
US6152121A (en) * 1999-05-25 2000-11-28 Tolman; Marriner Oxygenated gel for improving performance of combustion engines through improved burning of combustibles
US6152099A (en) * 1998-12-21 2000-11-28 Urich; Carl L. Apparatus and method of supplying additive to internal combustion engine
WO2003020733A1 (en) * 2001-08-30 2003-03-13 The Associated Octel Company Limited Composition
US6827750B2 (en) * 2001-08-24 2004-12-07 Dober Chemical Corp Controlled release additives in fuel systems
US6835218B1 (en) * 2001-08-24 2004-12-28 Dober Chemical Corp. Fuel additive compositions
US20050011187A1 (en) * 2001-08-30 2005-01-20 Cook Stephen Leonard Composition
US20050164011A1 (en) * 2004-01-26 2005-07-28 Srikanth Varanasi Deposition of iron oxide coatings on a glass substrate
WO2005113971A1 (de) * 2004-05-19 2005-12-01 Hjs Fahrzeugtechnik Gmbh & Co Kg Verfahren zur dosierung eines stoffes, verwendung des verfahrens sowie vorrichtung
US20090056207A1 (en) * 2007-08-29 2009-03-05 Perry Stephen C Fuel conditioner and method for improving fuel combustion
US7883638B2 (en) 2008-05-27 2011-02-08 Dober Chemical Corporation Controlled release cooling additive compositions
US7938277B2 (en) 2001-08-24 2011-05-10 Dober Chemical Corporation Controlled release of microbiocides
US8109287B2 (en) 2001-08-24 2012-02-07 Cummins Filtration Ip, Inc. Controlled release of additives in fluid systems
US8425772B2 (en) 2006-12-12 2013-04-23 Cummins Filtration Ip, Inc. Filtration device with releasable additive
US8591747B2 (en) 2008-05-27 2013-11-26 Dober Chemical Corp. Devices and methods for controlled release of additive compositions
US8702995B2 (en) 2008-05-27 2014-04-22 Dober Chemical Corp. Controlled release of microbiocides

Families Citing this family (1)

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Publication number Priority date Publication date Assignee Title
FR2985311B1 (fr) * 2012-01-04 2015-11-27 Rhodia Operations Procede pour le diagnostic du dysfonctionnement d'un dispositif d'additivation d'un additif dans un carburant pour un vehicule et systeme pour la mise en oeuvre de ce procede

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MX9307488A (es) 1994-08-31
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KR100307433B1 (ko) 2001-12-17
WO1994013943A1 (en) 1994-06-23
ES2158889T3 (es) 2001-09-16
EP0774058A4 (en) 1995-10-25
KR950704602A (ko) 1995-11-20
AU5617094A (en) 1994-07-04
DE69330106D1 (de) 2001-05-10
DE69330106T2 (de) 2001-10-18
JPH08504246A (ja) 1996-05-07

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